4. Attention is called to the differences in prices of great-gun targets (prize firing), that were made last year and those that were made this year. The cost of labor for making 4 great-gun targets (prize firing) last year amounted to $753.70 gold. This year we made 8 similar targets-cost of labor, $346.89 gold. This does not include price of material. The reasons for the great difference of prices are: That we installed a bolt-threading machine and sewing machine, the latter for making the screens. Also the men were more familiar with their work and went about it more intelligently. 5. A model of 4-inch rapid-fire gun, one-fifth scale, was made in this department and sent to the St. Louis Exposition. The workmanship was very neat. 6. The carpenters are much better than they were a year ago, doing their work quicker and go about it more workmanlike. 7. The skilled laborers at the magazine are mostly men who have been promoted from common laborers, for being careful and intelligent in the performance of their duties. They have been engaged in such work as putting up 6-inch and 4.7-inch ammunition and breaking down, blending, and putting up minor caliber ammunition and handling and overhauling ammunition of all calibers, repairing and painting ammunition bosses and chests and re-forming cartridge cases. 8. The unskilled laborers in this department are good workmen and are improving; they are engaged in general magazine work, making shipments, loading and unloading cascos and lighters, and care and preservation of ordnance. 9. In my opinion the Filipino labor is much more satisfactory than it was a year ago and is improving. Very respectfully, The COMMANDANT. J. T. SWIFT, Gunner, U. S. Navy, Acting Inspector of Ordnance. U. S. NAVAL STATION, Cavite, P. I., November 28, 1903. SIR: 1. In compliance with instructions contained in your letter dated November 16, 1903, directing report on the progress made by Filipino mechanics and laborers during the past year, I have to report as follows: 2. It must be stated that, as a rule, the Filipino workman is indolent and indifferent to his own advancement beyond a very limited degree. This must largely be accounted for by the environment of the Filipino race for many generations past; the enervating effect of the climate, together with the few wants of the native, and the ease with which the necessities of life are obtained, cause him, as a rule, to be easily contented and careless as to improvement. 3. In the case of the older men little progress can be detected even where there has been constant supervision of American foremen, the older men reverting to their former methods when immediate supervision is removed. 4. The case of the younger men is somewhat more encouraging and a fair amount of improvement is to be noted, as they are quicker to see the advantages of improved methods of work, and it is believed that they are also more anxious for their own improvement. 5. I am strongly of the opinion that, if the Filipino is to be depended on for skilled labor in Government work at this yard, it will be necessary to maintain a well-organized force of competent American foremen for many years to come. The younger men will slowly but surely improve as they come in contact with improved methods and are compelled to use them daily. In this connection it is believed that the apprentice system, if largely extended so as to take in a much greater percentage of apprentices than now employed, will result in marked improvement in the force of mechanics. 6. The same remarks apply to unskilled as to skilled labor, as many of the younger men employed as helpers gradually learn the trades and make fairly good mechanics. Very respectfully, W. P. ROBERT, Assistant Naval Constructor, U. S. Navy, Head of Department. The COMMANDANT. EXHIBIT P. PROPOSED RAILWAY LINES IN THE ISLAND OF LUZON. [Report of J. T. Norton, C. E., published by the Bureau of Insular Affairs, War Department, July, 1903, as Doc. No. 206.] WASHINGTON, D. C., June 30, 1908. HON. W. H. TAFT, Civil Governor Philippine Archipelago. DEAR SIR: In accordance with your verbal instructions, have made a reconnoissance of the proposed railway lines in northern Luzon, and have the honor to submit the following report and estimate of cost: MANILA TO APARRI. Manila terminal.-Will be governed almost entirely by the cost of right of way and whether passage can be had through government lands. Access should be had to the new harbor south of the mouth of Pasig River, or to the same river, on south side, below the Bridge of Spain. If neither of these projects is possible, then to the Pasig River above the Bridge of Spain. Terminal switching yards, shops, storehouses, etc., should be located as near Manila as an advantageous site can be had at a reasonable cost. Route. As shown on accompanying map is recommended, passing through or near the following points: Caloocan, Meycauayan, Bocave, Baliuag, San Ildefonso, San Miguel de Mayumo, San Isidro, Cabanatuan, Bongabon, Pantabangan, Carranglan, Caraballo Pass, Aritao, Bayombong, Bagábag, Ilagan, Tumauini, Tuguegarao, Nagsiping, Lal-lo, and Aparri. This follows the valley of the river Pampanga on the left bank to its head, thence over the Caraballo Pass, and down the Magat and Cagayan River valleys, on the left bank of both. It is unfortunate that all the principal towns of the Cagayan Valley are on the right bank. In spite of this, however, the left bank is recommended for the location of the line, as crossing the Cagayan would require a large sum for bridge. There seems little prospect for branches from main line to east and a very good one for branches to west. If main line were on right bank of river, such branches would have to cross the Cagayan. The majority of buildings in all the towns in this valley are of bamboo and grass construction, which are neither costly nor durable. There are alternative locations at three different points, all shown on map by dotted lines. The first crosses the Pampanga at Cabanatuan, going via Talavera, San José, and Puncan, to join the other line at Carranglan. The second is a detour to the east between Pantabangan and Carranglan to avoid 3 miles of canyon work. The third leaves the line recommended at Bagábag, going via Diadi, Estella, Carig, Echagüe, Canayan, and Reina Mercedes, to a junction with the other line between last-named place and Ilagan. These changes of line are simply possibilities that should be brought to the notice of locating engineers. A horseback reconnoissance over them will doubtless decide at once whether it is worth while to make actual surveys or not. Line recommended, as shown on map in red, is in canyon 9 miles between Bongabon and Pantabangan. Between Pantabangan and Carranglan there will also be about 3 miles of canyon work. Between Bagábag and Oscarez there is 20 miles of canyon work. Grade.-A maximum of one-half of 1 per cent compensated can be used on entire line except on the mountain work between Carranglan and Aritao in getting over the Caraballo Pass. This has an elevation of 3,750 feet above sea level, and a grade of 3 per cent compensated will be needed. The mountain slopes are very steep and liable to slide, especially on the south side; thus it is important to lighten the work as much as possible. Development will begin on south side at an elevation of about 1,150, and end on north side at about 1,550 feet above sea level. Curvature.-Need not exceed 4 degrees, or 1,433 feet radius, except on canyon work and development on both sides of Caraballo, where 16 degrees, or 359.3 feet radius, will be necessary. Transportation.-From Manila to Cabanatuan there is a fair road, much of it metaled. It lacks many bridges, however, and some of the existing ones need repairs. From Cabanatuan to 3 miles north of Bongábon the road is little better than a trail, but could be made into a good wagon road at slight cost excepting bridges. From last point to Pantabangan the trail is very rough, and a wagon road would be costly. From Pantabangan to foot of Caraballo wagon road could be made at reasonable cost. There are four large rivers to ford between Manila and Carranglan-the Angát, Rio Gapán, Santor, and Rio Pantabangan. In the rainy season some sort of ferry would have to be arranged at these points. From Aparri river transportation is available in the rainy season to Reina Mercedes, and in the dry season for lightly loaded boats as far as Ilagad, with three or four portages, and possible trouble with sand bars at : many other points. This refers only to small "barangays" carrying a few tons. Steamers drawing 12 feet can ascend as far as Lal-lo. Wagon road on left or west bank of Magát River can be easily made from Reina Mercedes to foot of Bennett Canyon, 4 miles south of Oscarez. From here to Bagábag, 20 miles, a wagon road would be very costly. From Bagábag to Bayombong there is a good wagon road, except that bridges need repairing. From Bayombong to foot of Caraballo there is a good trail, which could be made into a wagon road, at reasonable cost, but crosses Magát River, which can not be forded for days at a time in the rainy reason. Tunnel.-Report of April 2 last estimated length of tunnel necessary at Caraballo Pass at 1,000 to 2,000 feet. Upon closer examination have changed this to 4,000 feet, and estimate will be made for latter length. Native timber can be used for timbering, if same is necessary. Traffic.-Is almost an unknown quantity. The whole country is in bad condition ¦ from war and pestilence among men and beasts. From Manila to Bongábon is a fine agricultural country, and thickly settled as far as Cabanatuan. This portion should pay within a year or two. From Bongábon through to Cagayan Valley much of the country is mountainous, and the valleys, while apparently good land, are not thickly settled. Traffic here will be a question of development and settlement of the country by reason of the building of the railway, and will take time. In regard to the Cagayan Valley, the tobacco grown there all goes to Manila, and there is no reason why it should not go by railway, if there were one, as navigation on the Cagayan River, except from Alcalá to Aparri, is difficult all through the dry season by reason of shoal water, and in the rainy season because of swift current. Taken as a whole, the line would hardly pay operating expenses for the first two years, and no interest on capital invested until four or five years. Eventually, if the country develops as it should, there will be a heavy traffic, both passenger and freight. A few miles south of Aritao and near the proposed line is a vast deposit of fine granite. It is in the shape of large bowlders, covers several hundred acres of ground, and can be easily: and cheaply quarried when means of transport are to be had. In the Manila Harbor sea wall there are blocks of granite of no better quality that were imported from Hongkong. Estimate: Manila to Aparri. [336 miles.] General officers and heads of departments, except engineering, 336 miles, at $465 Location, 336 miles, at $111 Right of way, including damage to houses, 336 miles, at $60 Engineering expense during construction, 336 miles, at $126 GRADING. Manila to lower end Pantabangan Canyon, 1,092,000 cubic yards earth, at Thence to mouth Pantabangan River, 675,000 cubic yards earth, at 25 cents. 85 cents.... United States currency. Through canyon, 225,000 cubic yards earth, at 25 cents Mouth Pantabangan River to canyon, 120,000 cubic yards earth, at 25 cents... Add for slides 5 per cent total yardage, two items above, 45,000 cubic yards earth, at 25 cents. 191, 250 11,250 30,000 56, 250 Curvature.-Need not exceed 4 degrees, or 1,433 feet radius, except on canyon work and development on both sides of Caraballo, where 16 degrees, or 359.3 feet radius, will be necessary. Transportation.-From Manila to Cabanatuan there is a fair road, much of it metaled. It lacks many bridges, however, and some of the existing ones need repairs. From Cabanatuan to 3 miles north of Bongabon the road is little better than a trail, but could be made into a good wagon road at slight cost excepting bridges. From last point to Pantabangan the trail is very rough, and a wagon road would be costly. From Pantabangan to foot of Caraballo wagon road could be made at reasonable cost. There are four large rivers to ford between Manila and Carranglan--the Angát, Rio Gapán, Santor, and Rio Pantabangan. In the rainy season some sort of ferry would have to be arranged at these points. From Aparri river transportation is available in the rainy season to Reina Mercedes, and in the dry season for lightly loaded boats as far as Ilagad, with three or four portages, and possible trouble with sand bars at many other points. This refers only to small "barangays" carrying a few tons. Steamers drawing 12 feet can ascend as far as Lal-lo. Wagon road on left or west bank of Magát River can be easily made from Reina Mercedes to foot of Bennett Canyon, 4 miles south of Oscarez. From here to Bagábag, 20 miles, a wagon road would be very costly. From Bagábag to Bayombong there is a good wagon road, except that bridges need repairing. From Bayombong to foot of Caraballo there is a good trail, which could be made into a wagon road, at reasonable cost, but crosses Magát River, which can not be forded for days at a time in the rainy reason. Tunnel.-Report of April 2 last estimated length of tunnel necessary at Caraballo Pass at 1,000 to 2,000 feet. Upon closer examination have changed this to 4,000 feet, and estimate will be made for latter length. Native timber can be used for timbering, if same is necessary. Traffic.-Is almost an unknown quantity. The whole country is in bad condition from war and pestilence among men and beasts. From Manila to Bongábon is a fine agricultural country, and thickly settled as far as Cabanatuan. This portion should pay within a year or two. From Bongábon through to Cagayan Valley much of the country is mountainous, and the valleys, while apparently good land, are not thickly settled. Traffic here will be a question of development and settlement of the country by reason of the building of the railway, and will take time. In regard to the Caga yan Valley, the tobacco grown there all goes to Manila, and there is no reason why it should not go by railway, if there were one, as navigation on the Cagayan River, except from Alcalá to Aparri, is difficult all through the dry season by reason of shoal water, and in the rainy season because of swift current. Taken as a whole, the line would hardly pay operating expenses for the first two years, and no interest on capi tal invested until four or five years. Eventually, if the country develops as it should, there will be a heavy traffic, both passenger and freight. A few miles south o Aritao and near the proposed line is a vast deposit of fine granite. It is in the shape of large bowlders, covers several hundred acres of ground, and can be easily and cheaply quarried when means of transport are to be had. In the Manila Har bor sea wall there are blocks of granite of no better quality that were imported from Hongkong. Estimate: Manila to Aparri. [336 miles.] General officers and heads of departments, except engineering, 336 miles, at $465 Location, 336 miles, at $111. Right of way, including damage to houses, 336 miles, at $60 Engineering expense during construction, 336 miles, at $126 GRADING. United State currency. cents. Through canyon, 225,000 cubic yards earth, at 25 cents. Mouth Pantabangan River to canyon, 120,000 cubic yards earth, at 25 Add for slides 5 per cent total yardage, two items above, 45,000 cubic yards earth, at 25 cents. Manila to lower end Pantabangan Canyon, 1,092,000 cubic yards earth, at Thence to mouth Pantabangan River, 675,000 cubic yards earth, at 25 cents. 85 cents... |